Do you keep your hubs locked?
Freshman User
Joined: Jan 2007
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if you are going to leave them locked in i would watch how fast you drive. Would not take it to highway speeds with them locked in at least not for a extended time. the front hubs will get hot and could burn up. If driving around town i would not see a problem with it just watch highway speeds
New User
Joined: Mar 2008
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::::edit::::
^^^
he just answered my question
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not to thread jack but I live out in the country and have a 30 mile communte. my gravel roads require 4WD some days in the winter but I have a 90% highway/interstate drive. I've been getting out of my truck and locking/un-locking my hubs before and after I get on the highways.
What would you guys recommend for higher speed travel with/without the hubs being locked? what is the max recommended speed for locked hubs? the gas mileage isn't a concern.
BTW- truck=2003 F-250 SC, 6spd 5.4L, manual t-case, manual hubs.
^^^
he just answered my question
::::edit::::
not to thread jack but I live out in the country and have a 30 mile communte. my gravel roads require 4WD some days in the winter but I have a 90% highway/interstate drive. I've been getting out of my truck and locking/un-locking my hubs before and after I get on the highways.
What would you guys recommend for higher speed travel with/without the hubs being locked? what is the max recommended speed for locked hubs? the gas mileage isn't a concern.
BTW- truck=2003 F-250 SC, 6spd 5.4L, manual t-case, manual hubs.
Mountain Pass
Joined: Jul 2006
Posts: 221
Likes: 29
From: USA
I have run the highways with my hubs locked on an older truck with no problems. I have not torn down a new set of hubs but if they are anything like the older ones there is nothing to heat up. Run at 100mph if you like it will make no difference. Yes if the front hubs are locked you can shift into and out of 4wd at will at any speed.
Dodge and Chevy both turn both hubs all the time that’s how they are designed. They engage the right axel internally to engage 4wd.
Things may have changed since I twisted wrenches on the big three but I doubt it. I lock the hubs on my 06 and shift in and out of 4wd at will just as I did on my older trucks. During the winter months I consider it a safety issue to keep the hubs locked allowing me to use 4wd when slowing down to avoid the brakes, keeps all four turning the same speed, less likely to swap ends.
Dodge and Chevy both turn both hubs all the time that’s how they are designed. They engage the right axel internally to engage 4wd.
Things may have changed since I twisted wrenches on the big three but I doubt it. I lock the hubs on my 06 and shift in and out of 4wd at will just as I did on my older trucks. During the winter months I consider it a safety issue to keep the hubs locked allowing me to use 4wd when slowing down to avoid the brakes, keeps all four turning the same speed, less likely to swap ends.
FTE Leadership Emeritus
Joined: Sep 2000
Posts: 23,174
Likes: 1,678
From: Stephensville WI
I run at highway speeds (65+) with my hubs locked, often. It doesn't hurt anything. The hubs do not get hot and cause things to burn up. I don't engage 4 wheel drive at that speed (under 60 MPH is my rule) but spinning your axle and driveshaft at over 60 MPH will not hurt your truck.
(Where do you guys get this stuff?)
(Where do you guys get this stuff?)
Senior User
Joined: Jul 2006
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Originally Posted by Apache
I'm not sure about the newer trucks but all the ones I've had the gear ratio is slightly different in the front and rear differentials......
'73 Toyota FJ40 (would just love to still have it)
'82 Chev K20
'97 Ford Explorer
'06 F250 Diesel
Every one of them has had identical gear ratios front & rear.
Senior User
Joined: Mar 2008
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Originally Posted by wwb
It's kind of a nit-picking point, but you can put it in 4WD on hard, dry pavement with no problems whatsoever..... as long as you keep driving straight ahead.
The trouble starts when you turn. Then, the front wheels and the rear wheels take different tracks; the front wheels have to travel farther than the rear wheels, and therefore have to rotate faster. The transfer case, however, is going to make darn sure that the front and rear prop shafts turn together. The argument gets settled by the one tire with the least traction.... it will slip, and the load on the drive train will be fundamentally the same as smoking the tires.
The trouble starts when you turn. Then, the front wheels and the rear wheels take different tracks; the front wheels have to travel farther than the rear wheels, and therefore have to rotate faster. The transfer case, however, is going to make darn sure that the front and rear prop shafts turn together. The argument gets settled by the one tire with the least traction.... it will slip, and the load on the drive train will be fundamentally the same as smoking the tires.
FTE Leadership Emeritus
Joined: Aug 2007
Posts: 42,085
Likes: 6
From: Lakewood, Ca.
Originally Posted by Apache
I'm not sure about the newer trucks but all the ones I've had the gear ratio is slightly different in the front and rear differentials. Jack
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Senior User
Joined: Jul 2006
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Originally Posted by HarleyFXDL
Absolutly not! It's like having a locked spool in your rear. Your transfer case becomes the differential between the front and back rear. there is a torque difference between your front rear and your back.....
You need to understand the difference between what is commonly called "All Wheel Drive" and "4 Wheel Drive".
AWD has a differential inside the transfer case (sometimes limited slip, sometimes not). With this setup, you can spin one, and ONLY one tire out of the four. In small, car-based vehicles, this is usually all you get. In the larger, truck-based vehicles, they will have something called "4 Lock" or similar..... selecting this locks the differential in the xfer case, giving you 4WD instead of AWD.
A 4WD vehicle doesn't have the xfer case diff, leaving you with two options.... drive the rear prop shaft only, or drive 'em both. And, when you select "drive 'em both" (4WD) they will both, by God, turn at EXACTLY the same rate, unless something's broke..... and then, usually nothing works.
Senior User
Joined: May 2007
Posts: 126
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From: Aurora, IL
My manual (2003) says don't engage 4HI (manual xfer case, manual trans) above 55MPH when it's above freezing or above 45 mph when it's below freezing.
The truck must be stopped to engage 4LOW.
I have run with the hubs locked at highway speeds without a problem, but there was generally some snow or whatever on the road. (The next question is why was I going that fast, but that's another thread.) However, I don't make a practice of doing this.
I only notice a slight drop in MPG (1 or less) driving in 2WD with the hubs locked.
The truck must be stopped to engage 4LOW.
I have run with the hubs locked at highway speeds without a problem, but there was generally some snow or whatever on the road. (The next question is why was I going that fast, but that's another thread.) However, I don't make a practice of doing this.
I only notice a slight drop in MPG (1 or less) driving in 2WD with the hubs locked.
FTE Leadership Emeritus
Joined: Sep 2000
Posts: 23,174
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From: Stephensville WI
Originally Posted by SteveBricks
My 62 F250 4WD had a 4:55 front and 4:56 rear.
The Super Duty transfer cases act like a locked differential. Parts would break if you have a 4.55 in front and a 4.56 in the rear.
Freshman User
Joined: Dec 2005
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I go back to when I first got my 67 Bronco and wondered the same thing. But I found something that made me think (YES, it hurt) = What is difference btw a front diff and a rear diff? NOT much other than the Ring and Pinon patern. So I've found that wear and tear isn't an big concern. I'd only say that with my '01 ESOF and a drop of 2-3 MPG is the only downside, well OK also a slight hit on the overall power side. So in the winter I run mine locked as needed - on cold snowy days I stay warm and with the flip of a switch = I GET WHERE I NEED TO GO. When it's dry and clear I unlock'em.
